Distributed-battery aerial vehicle and a powering method therefor

ABSTRACT

A battery-powered aerial vehicle has a central controller, one or more propelling modules, and one or more battery assemblies for powering at least the one or more propelling modules. The battery assemblies are at a distance away from the central controller for reducing electromagnetic interference to the central controller. In some embodiments, the aerial vehicle is a fixed-wing unmanned aerial vehicle (UAV) having a central controller, a plurality of rotor units, and one or more battery assemblies. The central controller is in a center unit and the propelling modules are in respective rotor units. Each battery assembly is in a rotor unit in proximity with the propelling module thereof. In some embodiments, the central controller also has a battery-power balancing circuit for balancing the power consumption rates of the one or more battery assemblies.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/922,326 filed Mar. 15, 2018, which claims the benefit of U.S.Provisional Patent Application Ser. No. 62/483,180 filed Apr. 7, 2017,the content of which is incorporated herein by reference in itsentirety.

FIELD OF THE DISCLOSURE

The present disclosure relates generally to battery-powered aerialvehicles, and in particular to battery-powered unmanned aerial vehicles(UAVs) having distributed batteries, and a UAV-powering method employingsame.

BACKGROUND

Unmanned aerial vehicles (UAVs) or drones are known. A UAV generallycomprises a flight structure received therein or thereon an energysource for driving an engine to flight and a central controller forcontrolling the engine and other components of the UAV. A UAV may beoperated by a remote operator via a remote control in communication withthe central controller, and/or operated automatically or autonomously bya pilot program on the UAV or remote thereto.

UAVs may be powered by various energy sources such as batteries, solarpanels, and/or fuels (for example, gas, diesel, and the like). Inprior-art battery-powered UAVs, the batteries thereof are usuallyrechargeable Lithium-ion polymer batteries (also called “Lithium polymer(Li-Po) batteries”). While Li-Po batteries are of light weight, theygenerally occupy a substantive space in the UAV, provide limited flighttime, and require long recharging time.

In prior-art battery-powered UAVs, the batteries thereof are usuallyarranged near the central controller, and may cause interferences tocomponents thereof. Such interference may occur during preflightcalibrations and/or flight thereby preventing proper operation of theUAV or causing a critical UAV failure such as a crash during flight.

For example, it has been observed that batteries at high discharge ratesmay cause magnetic interference to magnetometer which is a componentoften in or used by the central controller. As another example, whilemetal-clad batteries have the advantages of high energy density and thushigh energy storage capacity, they may cause significant magneticinterference to the nearby central controller and therefore, have notgained use in prior-art UAVs.

SUMMARY

According to one aspect of this disclosure, there is disclosed abattery-powered aerial vehicle such as an unmanned aerial vehicle (UAV).The battery-powered aerial vehicle comprises a center unit, a pluralityof rotor units circumferentially uniformly distributed about and coupledto the center unit, and one or more battery assemblies. The center unitcomprises a central controller. Each rotor unit comprises a propeller, amotor coupled to and driving the propeller, and an electricalspeed-controller (ESC) module electrically coupled to the motor forcontrolling the speed of the motor. The one or more battery assembliespower at least the motors and the ESC module, and may also power thecentral controller. Each of the one or more battery assemblies islocated in a rotor unit in proximity with the motor thereof.

Therefore, the one or more battery assemblies are at a distance awayfrom the central controller. Interferences that the one or more batteryassemblies may otherwise cause to the central controller aresignificantly reduced.

According to one aspect of this disclosure, there is disclosed abattery-powered aerial vehicle comprising a body; a central controllerreceived in the body; at least one propelling module received in thebody and functionally coupled to the central controller each of the atleast one propelling module comprising a base structure; and one or morebattery assemblies coupled to or received in the body.

The one or more battery assemblies being configured for at leastpowering the at least one propelling module, and the one or more batteryassemblies are at a distance away from the central controller forreducing electromagnetic interference to the central controller.

In some embodiments, at least one of the one or more battery assembliescomprises one or more metal-clad battery cells.

In some embodiments, the central controller is in proximity with atleast one of the at least one propelling module.

In some embodiments, each of the one or more battery assemblies is inproximity with one of the at least one propelling module; and thecentral controller is at the distance away from the at least onepropelling module.

In some embodiments, the central controller comprises a battery-powerbalancing circuit for balancing the power consumption rates of the oneor more battery assemblies.

In some embodiments, each of the at least one propelling modulecomprises an electrical motor coupled to the base structure, a propellerrotatably coupled to the electrical motor, and an electricalspeed-controller coupled to the base structure and electrically coupledto the electrical motor for controlling the speed thereof.

In some embodiments, the base structure comprises a chamber forreceiving therein the electrical speed-controller.

In some embodiments, the body comprises a center unit receiving thereinthe central controller, and a plurality of rotor units circumferentiallyuniformly distributed about and coupled to the center unit; and each ofthe at least one propelling module is received in one of the pluralityof rotor units.

In some embodiments, the base structure is coupled to the centralcontroller via a coupling component.

In some embodiments, the coupling component is a supporting arm.

In some embodiments, at least a portion of the rotor units eachcomprises a supporting leg; and each of the one or more batteryassemblies extends between two of the supporting legs.

In some embodiments, the battery-powered aerial vehicle comprises aplurality of the propelling modules; and each of the one or more batteryassemblies extends between two of the base structures.

In some embodiments, the battery assembly is received in the basestructure.

In some embodiments, the battery assembly extends horizontally from thebase structure.

In some embodiments, the battery assembly extends horizontally from thebase structure towards the center unit.

In some embodiments, the battery assembly comprises a first and a secondbattery unit. The first battery units extend horizontally from the basestructure away from the center unit, and the second battery unitsextends horizontally from the base structure towards the center unit.

In some embodiments, the one or more battery assemblies are coupled tothe base structure of the at least one propelling module.

In some embodiments, the battery assembly extends upwardly from the basestructure.

In some embodiments, the battery assembly extends downwardly from thebase structure.

In some embodiments, the battery assembly comprises at an end thereoftwo pairs of ridges; and the base structure comprises two pairs ofgrooves for receiving therein the two pairs of ridges for coupling thebattery assembly to the base structure.

In some embodiments, the electrical speed-controller comprises a first,a second, and a third sets of electrical terminals. The first set ofelectrical terminals are configured for contacting a fourth set ofelectrical terminals of the battery assembly for receiving powertherefrom, the second set of electrical terminals are configured forcontacting a fifth set of electrical terminals of the base structurethat electrically coupled to the electrical motor for powering theelectrical motor and communicating therewith, and the third set ofelectrical terminals are configured for contacting a sixth set ofelectrical terminals of the base structure that electrically coupled tothe central controller for communicating with the central controller.

In some embodiments, the battery assembly extends downwardly from thecoupling component.

In some embodiments, the battery assembly is further configured foracting as a supporting leg.

In some embodiments, the battery assembly is received in the couplingcomponent.

In some embodiments, the battery assembly extends horizontally from thebase structure and above the coupling component.

In some embodiments, the battery assembly extends horizontally from thebase structure and below the coupling component.

In some embodiments, the battery assembly extends horizontally from thebase structure along a lateral side of the coupling component.

In some embodiments, the battery assembly extends horizontally from thebase structure and circumferentially about the coupling component.

In some embodiments, the body comprises at least two wing sections and afuselage receiving therein the at least one propelling module; the oneor more battery assemblies are received in the at least two wingsections; and the central controller is received in the fuselage.

In some embodiments, the body comprises at least two wing sections and afuselage receiving therein about a first end thereof the at least onepropelling module; the one or more battery assemblies are received inthe fuselage in proximity to the at least one propelling module; and thecentral controller is received in the fuselage about a second endthereof at the distance away from the one or more battery assemblies.

In some embodiments, the one or more battery assemblies are alsoreceived in the at least two wing sections.

In some embodiments, the body comprises at least two fuselages, aconnection section coupling the at least two fuselages, and at least twowing sections; the one or more battery assemblies are received in the atleast two fuselages; and the central controller is received in theconnection section.

In some embodiments, the body comprises at least two fuselages, aconnection section coupling the at least two fuselages, and at least twowing sections; the one or more battery assemblies are received in the atleast two wing sections; and the central controller is received in theconnection section.

In some embodiments, the body comprises at least two fuselages, aconnection section coupling the at least two fuselages, and at least twowing sections; the one or more battery assemblies are received in the atleast two wing sections and the at least two fuselages; and the centralcontroller is received in the connection section.

According to one aspect of this disclosure, there is disclosed abattery-powered aerial vehicle comprising: a center unit comprising acentral controller; a plurality of rotor units circumferentiallyuniformly distributed about and coupled to the center unit, each rotorunit comprising a propeller, an electrical motor coupled to and drivingthe propeller, and an electrical speed-controller electrically coupledto the motor for controlling the speed thereof; and one or more batteryassemblies for powering at least the motors and the electricalspeed-controllers. Each of the one or more battery assemblies is locatedin a rotor unit in proximity with the motor thereof.

In some embodiments, at least one of the one or more battery assembliescomprises one or more metal-clad battery cells.

In some embodiments, the central controller comprises a battery-powerbalancing circuit for balancing the power consumption rates of the oneor more battery assemblies.

According to one aspect of this disclosure, there is disclosed abattery-powered aerial vehicle comprising: at least one motor, each ofthe at least one motor rotatably coupled to and driving a propeller; atleast one electrical speed controller, each of the at least oneelectrical speed controller electrically coupled to one of the at leastone motor for controlling the speed thereof; a central controllerelectrically coupled to the at least one electrical speed controller forcontrolling the at least one electrical speed controller to adjust thespeed of the at least one motor; and one or more battery assemblies forpowering at least the motors and the electrical speed controllers. Theone or more battery assemblies are at a distance away from the centralcontroller.

According to one aspect of this disclosure, there is disclosed a partfor coupling to a center unit of a battery-powered aerial vehicle, saidcenter unit comprising a central controller. The part comprises apropeller; an electrical motor coupled to and driving the propeller; anelectrical speed-controller electrically coupled to the motor forcontrolling the speed thereof, and a battery assembly for powering atleast the motor and the electrical speed-controller.

In some embodiments, the part further comprises a base structurereceiving therein the electrical speed-controller and coupled to thebattery assembly and the electrical motor, the base structure beingconfigured for coupling to the central controller of the center unit.

In some embodiments, the part further comprises a coupling component forcoupling the base structure to the central controller of the centerunit.

According to one aspect of this disclosure, there is disclosed a methodof assembling a battery-powered aerial vehicle. The method comprisespreparing a center unit having a central controller; preparing aplurality of rotor units each having a propeller, an electrical motorcoupled to and driving the propeller, and an electrical speed-controllerelectrically coupled to the motor for controlling the speed thereof,physically and electrically coupling a battery assembly to each rotorunit for powering at least the motor and the electrical speed-controllerthereof; and physically and electrically coupling each rotor unit to thecenter unit.

In some embodiments, said preparing the plurality of rotor unitscomprises, for each rotor unit, preparing a base structure having afirst mounting surface, a second mounting surface, a chamber, and afirst engagement structure on a third mounting surface; coupling anelectrical motor assembly onto the first mounting surface of the basestructure, the electrical motor assembly comprising an electrical motorcoupled to a propeller; receiving an electrical speed-controller in thechamber of the base structure; preparing a battery assembly having asecond engagement structure engagable with the first engagementstructure; and engaging the first and second engagement structures tocouple the battery assembly to the base structure.

In some embodiments, said first engagement structure comprises at leasttwo pairs of grooves, and said second engagement structure comprises atleast two pairs of ridges; and said engaging the first and secondengagement structures comprises engaging the at least two pairs ofgrooves with the at least two pairs of ridges, respectively.

In some embodiments, said physically and electrically coupling eachrotor unit to the center unit comprises coupling a first end of asupporting arm to the second mounting surface of the base structure ofthe rotor unit; and coupling a second end of the supporting arm to thecenter unit.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a multiple-rotor UAV having a centerunit and four rotor units, according to some embodiments of thisdisclosure;

FIG. 2A is a perspective view of a rotor unit of the multiple-rotor UAVshown in FIG. 1;

FIG. 2B is a perspective exploded view of the rotor unit shown in FIG.2A;

FIGS. 3A to 3H show the base structure of the rotor unit shown in FIG.2A, wherein

FIG. 3A is a perspective view of the base structure, viewing from afirst viewing angle,

FIG. 3B is a perspective view of the base structure, viewing from asecond viewing angle,

FIGS. 3C to 3G are front, rear, plan, bottom, and side views of the basestructure, respectively, and

FIG. 3H is a schematic cross-sectional view of the base structure;

FIGS. 4A to 4E show the housing of the battery assembly of the rotorunit shown in FIG. 2A, wherein

FIG. 4A is a perspective view of the battery housing, viewing from afirst viewing angle,

FIG. 4B is a perspective view of the battery housing, viewing from asecond viewing angle,

FIGS. 4C and 4D are side and front views of the battery housing,respectively, and

FIG. 4E is a schematic cross-sectional view of the battery housing;

FIG. 5 is a schematic cross-section view of a portion of the rotor unitshown in FIG. 2A, illustrating the electrical connections thereof;

FIG. 6 is a schematic electrical diagram of the UAV shown in FIG. 1;

FIG. 7 is a schematic electrical diagram of the UAV shown in FIG. 1,according to some alternative embodiments of this disclosure;

FIG. 8 is a perspective view of a multiple-rotor UAV according to yetsome alternative embodiments of this disclosure, wherein the UAVcomprises a center unit and six rotor units;

FIG. 9 is a perspective view of a multiple-rotor UAV according to stillsome alternative embodiments of this disclosure, wherein the UAVcomprises a center unit and eight rotor units;

FIG. 10 is a perspective view of a multiple-rotor UAV according to somealternative embodiments of this disclosure, wherein the UAV comprises acenter unit, four rotor units with battery assembly, and four rotorunits without battery assembly;

FIG. 11A is a perspective view of a multiple-rotor UAV according to somealternative embodiments of this disclosure, wherein the UAV comprises acenter unit, four rotor units each having a supporting leg, and fourbattery assemblies as crossbars between the supporting legs;

FIG. 11B is a perspective view of a multiple-rotor UAV according to somealternative embodiments of this disclosure, wherein the UAV comprises acenter unit, four rotor units each having a supporting leg, and fourbattery assemblies as crossbars between base structures of the rotorunits;

FIGS. 12A to 14E show various configurations of the battery assembly insome alternative embodiments;

FIGS. 15A and 15B show various configurations of the battery assemblyaccording to some alternative embodiments, wherein the rotor unitcomprises a rotor assembly configured as a pusher with the blade belowthe electrical motor;

FIGS. 16A and 16B show various configurations of the battery assemblyaccording to some alternative embodiments, wherein the rotor unitcomprises two rotor assemblies with one rotor assembly configured as apuller with the blade above the electrical motor and the other rotorassembly configured as a pusher with the blade below the electricalmotor;

FIG. 17 is a schematic diagram of a UAV according to some alternativeembodiments of this disclosure, wherein the UAV comprises one motordriving one propeller;

FIG. 18 is a schematic perspective view of a fixed-wing, twin-fuselageUAV according to some alternative embodiments of this disclosure,wherein each fuselage comprises a battery assembly;

FIG. 19 is a schematic perspective view of a fixed-wing, twin-fuselageUAV according to some alternative embodiments of this disclosure,wherein each side section of the fixed wing comprises a batteryassembly;

FIG. 20 is a schematic perspective view of a fixed-wing, twin-fuselageUAV comprising four battery assemblies, according to some alternativeembodiments;

FIG. 21 is a schematic perspective view of a fixed-wing, single-fuselageUAV comprising two battery assemblies, according to some alternativeembodiments; and

FIG. 22 is a schematic perspective view of a fixed-wing, single-fuselageUAV comprising three battery assemblies, according to some alternativeembodiments.

DETAILED DESCRIPTION

The embodiments of the present disclosure generally relate tobattery-powered aerial vehicles such as a battery-powered unmannedaerial vehicle (UAV). The aerial vehicle comprises a propelling modulefor flight, a central controller for controlling the propelling module,and one or more battery assemblies such as metal-cladhigh-energy-density battery assemblies and/or Li-Po batteries forpowering the propelling module and the central controller, although insome embodiments the central controller may have its own power source.Each battery assembly may comprise one or more battery cells. The aerialvehicle may be operated by a remote operator via a remote control incommunication with the central controller, and/or operated automaticallyor autonomously by a pilot program on the aerial vehicle or remotethereto.

In various embodiments, the one or more battery assemblies are at adistance away from the central controller for reducing or eliminatingelectromagnetic interference to the central controller and thecomponents thereof such as magnetometer.

In some embodiments, the aerial vehicle is a battery-powered UAV havinga distributed battery pack and at least one electronic speed-controller(ESC) module. The distributed battery pack comprises one or more batteryassemblies located away from the UAV center controller with distancessufficient for reducing or eliminating electromagnetic interference tocomponents thereof.

In some embodiments, the UAV is a battery-powered, multiple-axial ormultiple-rotor UAV such as quadcopter (i.e., drones having four rotors),hexacopter (i.e., drones having six rotors), octocopter (i.e., droneshaving eight rotors), and the like, wherein the UAV has a plurality ofrotors rotatably coupled to a rotor blade or propeller. Themultiple-rotor UAV also comprises a plurality of electrical motors eachdriving a rotor. A metal-clad high-energy-density battery assembly ofthe distributed battery pack is arranged adjacent (e.g., underneath)each rotor, and mechanically and electrically coupled thereto forpowering the rotor.

In some embodiments, each battery assembly of the distributed batterypack is located in proximity with a motor and has a capacity sufficientfor providing the required power to that motor.

In some embodiments wherein the UAV comprises a plurality of supportingarms. Each supporting arm supports a motor at a distal end thereof,wherein each battery assembly is located about the distal end of arespective supporting arm, such as coupled to the motor or coupled tothe supporting arm about the distal end thereof, for powering the motor.

In some embodiments, each battery assembly may also act as a supportingleg or as a part of the supporting leg.

In some embodiments wherein each motor is mounted on a base structure,each battery assembly is also coupled to a respective base structure. Ofcourse, those skilled in the art will appreciate that in someembodiments, the locations of the battery assemblies may be acombination of the locations described herein. For example, some batteryassemblies may be located underneath respective motors as supportinglegs, and some other battery assemblies may be located in supportingarms.

In some embodiments, each ESC module is located near a respective motorand is electrically coupled to a respective battery assembly and therespective motor for powering the motor and controlling the speedthereof thereby resulting in much shorter electrical wiring between thebattery and the ESC modules compared to that in conventional UAVs inwhich the ESC modules are located distant from the battery. These shortelectrical wirings between the battery assembly and the ESC modulesreduce the electrical noise and variation otherwise caused by thewirings during dynamic motor speed variations, thereby reducing theprobability of ESC-module failure.

Those skilled in the art will appreciate that battery drain may not beeven across all battery assemblies due to uneven loads placed on motors.In some embodiments, battery-power balancing is used for balancing thepower consumption of each battery assembly, and for maximizing the lifeof the battery assemblies. In some embodiments, passive balancing may beused. In some other embodiments, active balancing may be used. In yetsome other embodiments, a battery management system (BMS) may be used.Depending on the implementation, the BMS may comprise active balancing,temperature monitoring, charging, and other suitable battery managementfunctions.

Turning to FIG. 1, a battery-powered aerial vehicle is shown and isgenerally identified using reference numeral 100. In these embodiments,the battery-powered aerial vehicle 100 is a multiple-rotor,battery-powered UAV and comprises a body which may be partitioned into aplurality of parts including a center unit 102 and a plurality of rotorunits 104. For example, in the example shown in FIG. 1, themultiple-rotor UAV 100 is a so-called quadcopter having a center unit102 and four generally identical rotor units 104.

FIGS. 2A and 2B show one of the rotor units 104. As shown, the rotorunit 104 comprises an electrically-powered propelling module 105 coupledto the center unit 102 via a coupling component 118 such as a supportingarm, and a battery assembly 116 physically and electrically coupled tothe propelling module 105 for providing electrical power thereto. Thepropelling module 105 comprises a base structure 106 as a mounting basefor receiving and mounting a rotor assembly 108 and an ESC module 114.The base structure 106 is also coupled to the supporting arm 118 formounting the propelling module 105 to the center unit 102. In theseembodiments, the coupling component 118 is a cylindrical supporting arm.

The rotor assembly 108 comprises an electrical motor 110 and a propelleror blade 112 driven by the electrical motor 110. The ESC module 114 iselectrically coupled to the electrical motor 110 for controlling thespeed thereof.

The battery assembly 116 comprises a battery pod or housing 122 and oneor more high-energy-density battery cells 124 received in the batteryhousing 122 for providing electrical power to the ESC module 114 and theelectrical motor 110. The battery cells 124 may be any suitable batterycells such as metal-clad batteries, Lithium-ion batteries, Lithium-ionpolymer (Li-Po) batteries, and the like. For example, in someembodiments, metal-clad batteries that use clad metals as connectors areused for their high-energy storage volumes and small sizes.

FIGS. 3A to 3H show the detail of the base structure 106. As shown, thebase structure 106 comprises an “L”-shaped main body 132 which comprisesa circular recess 136 on a top surface 140 thereof for receiving a motor110 of a rotor assembly 108. The base structure 106 also comprises anarm connector 134 extending from a rear surface 138 of the main body 132on a proximal or rear side 128 thereof for coupling to the supportingarm 118. Herein, the term “proximal” refers to a side or end towards thecenter unit 102, and the term “distal” refers to a side or end oppositeto the proximal side or end and away from the center unit 102 (see FIGS.1 to 3B and FIGS. 3E to 3G).

On the distal or front side 130, the main body 132 comprises a slotextending inwardly from a front surface 144 into the main body 132 andforming a chamber 142 with a front-side opening for receiving the ESCmodule 114. The main body 132 also comprises a pair of upper channels orgrooves 146 and a pair of lower channels or grooves 148 for sliding inand coupling the battery assembly 116.

FIG. 3H is a schematic cross-sectional view of the base structure 106.As shown, the main body 132 of the base structure 106 comprises threesets of electrical contact terminals 172, 174 and 178 about the chamber142.

The first set of electrical contact terminals 172 extends from thecircular recess 136 into the chamber 142 for electrically coupling thecorresponding electrical terminals of the motor 110 to be locatedthereabove (not shown in FIG. 3H; see FIG. 5) to the correspondingelectrical terminals of the ESC module 114 to be located therebelow (notshown in FIG. 3H; see FIG. 5). Thus, the first set of electrical contactterminals 172 is configured for electrically coupling the motor 110 tothe ESC module 114.

The second set of electrical contact terminals 174 is located at aproximal end 128′ of the chamber 142 for electrically coupling tocorresponding electrical terminals of the ESC module 114 (not shown inFIG. 3H; see FIG. 5). The second set of electrical contact terminals 174is also electrically coupled to a set of conductive wires 176 whichextends through the arm connector 134 and the supporting arm 118 (notshown in FIG. 3H; see FIG. 5) to the center unit 102 and is electricallycoupled to a flight control module 304 of a central controller 302therein (see FIGS. 6 and 7, described in more detail later). Thus, thesecond set of electrical contact terminals 174 and the wires 176 areconfigured for electrically coupling the ESC module 114 to the centralcontroller 302 in the center unit 102.

The third set of electrical terminals 178 is located in proximity withthe proximal ends 128′ of the upper channels 146 for electricallycoupling to corresponding electrical terminals of the battery assembly116 (not shown in FIG. 3H; see FIG. 5). The third set of electricalcontact terminals 178 is also electrically coupled to a set ofconductive wires 180 which extends through the arm connector 134 and thesupporting arm 118 (not shown in FIG. 3H; see FIG. 5) to the center unit102 and is electrically coupled to a balance board 306 of the centralcontroller 302 therein (see FIGS. 6 and 7, described in more detaillater). Thus, the third set of electrical contact terminals 178 and thewires 180 are configured for electrically coupling the battery assembly116 to the central controller 302 in the center unit 102.

FIGS. 4A to 4E show the battery housing 122 of the battery assembly 116.In this embodiment, the battery housing comprises a rigid material suchas steel, rigid plastic, and the like. The battery housing 122 comprisesa head portion 202 and a main body 204. The head portion 202 comprises apair of upper tracks or ridges 206 matching the upper channels 146 ofthe base structure 106, and a pair of lower tracks or ridges 208matching the lower channels 148 thereof. The main body 204 of thebattery housing 122 has a hollow chamber 212 and a removable bottom wall214 for receiving one or more battery cells 124. In another embodiment,the battery housing 122 comprises a fixed bottom wall 214 and aremovable head portion 202.

FIG. 4E is a schematic cross-sectional view of the battery housing 122.As shown, the head portion 202 of the battery housing 122 comprisesthree sets of electrical contact terminals 222, 224, and 226electrically interconnected with each other via suitable wiring 228.

The first set of electrical contact terminals 222 is configured forelectrically coupling to the battery cells in the chamber 212 thereof.The second set of electrical contact terminals 224 is configured forelectrically coupling to the ESC module 114 to be located thereabove.The third set of electrical contact terminals 226 is configured forelectrically coupling to the third set of electrical terminals 178 inthe base structure 106.

Referring again to FIG. 2B, to assemble the UAV 100, the propeller 112is coupled to a shaft of the electrical motor 110 which is mounted ontothe base structure 106 by suitable fastening means such as screws,nails, glue, and the like. An ESC module 114 is slid into the chamber142 of the base structure 106.

To assemble the battery assembly 116, a set of battery cells 124 isinserted into the battery housing 122 via the removable bottom wall 214thereof. The assembled battery assembly 116 is then coupled to the basestructure 106 by sliding the head portion 202 of the battery housing 122into the base structure 106 and engaging the tracks 206 and 208 of thehead portion 202 with channels 146 and 148, respectively. After themotor 110, the ESC module 114, and the battery assembly 116 are mountedto the base structure 106, they are also electrically interconnected.Then, the supporting arm 118 is coupled to the arm connector 134 of thebase structure 106 and the wirings 176 and 180 are extended through thesupporting arm 118 for connecting to the center unit 102. A rotor unit104 is thus assembled.

After assembling a required number of rotor units 104, such as the fourrotor units 104 in the example shown in FIG. 1, each assembled rotorunit 104 is coupled to the center unit 102 by electrically coupling thewirings 176 and 180 to respective electrical connectors (not shown) ofthe center unit 102, and then mounting the supporting arms 108 to thecenter unit 102. The UAV 100 is then assembled. As shown in FIG. 1, inaddition to providing electrical power to various components, thebattery assemblies 116 may also act as supporting legs.

FIG. 5 is a schematic cross-section view of a portion of the rotor unit104 with the motor 110, the ESC module 114, the battery assembly 116mounting to the base structure 106, for illustrating the electricalconnections thereof. As shown, the ESC module 114 comprises three setsof electrical terminals 242, 244, and 246 for receiving power from ofthe battery assembly 116, powering and communicating with the electricalmotor 110, and communicating with the central controller 302,respectively.

The first set of electrical terminals 242 is located on a bottom wall ofthe ESC module 114 and is in electrical contact with the second set ofelectrical terminals 224 of the battery assembly 116 which issubsequently electrically coupled to the battery cells 124.

The second set of electrical terminals 244 is located on a top wall ofthe ESC module 114 and is in electrical contact with the first set ofelectrical terminals 172 of the base structure 106 which is subsequentlyelectrically coupled to corresponding electrical terminals (not shown)of the electrical motor 110.

The third set of electrical terminals 246 is located on a rear wallthereof and is in electrical contact with the second set of electricalterminals 174 of the base structure 106 which, as described above, issubsequently electrically coupled to the central controller 302 in thecenter unit 102 via conductive wiring 176.

The first set of electrical terminals 222 of the battery assembly 116 iselectrically coupled to the battery cells 124. The second set ofelectrical terminals 224 of the battery assembly 116 is electricallycoupled to the electrical terminals 242 of the ESC module 114. The thirdset of electrical terminals 226 of the battery assembly 116 iselectrically coupled to the third set of electrical terminals 178 of thebase structure 106 which, as described above, is subsequentlyelectrically coupled to the central controller 302 in the center unit102 via conductive wiring 180.

In this manner, the battery assembly 116 powers the electrical motor 110via the ESC module 114, and powers the central controller 302 (see FIGS.6 and 7) in the center unit 102 via the wire 180. The central controller302 in the center unit 102 communicates with the ESC module 114 via thewire 176 for adjusting the operation of the electrical motor 110.

In this embodiment, each rotor unit 104 comprises a motor 110, an ESCmodule 114, and a battery assembly 116. The battery assembly 116 islocated in proximity with the corresponding ESC module 114 with shortelectrical wiring therebetween which reduces the electrical noise andvariation during dynamic motor speed variations.

Moreover, each battery assembly 116 is located about a distal end of thecorresponding supporting arm 118 and thus is at a distance away from thecentral controller of the center unit 102. Compared to conventional UAVsof a similar size, the distance between the battery assemblies 116 andthe electrical components in the center unit 102 is significantlyincreased. Consequently, the interferences to the electrical componentsin the center unit 102 caused by the battery assemblies 116 aresignificantly reduced or even practically eliminated.

The UAV 100 in this embodiment provides distributed battery power andelectrical speed-control with battery-power balancing. FIG. 6 is aschematic electrical diagram 300 of the UAV 100, wherein lines 180 and308 with a thicker width represent power wires, and lines 176 (includinglines 176A and 176B) with a narrower width represents signal wires.

As shown, the motor 110, ESC module 114, and battery assembly 116 ofeach rotor unit 104 are electrically coupled to a central controller 302in the center unit 102.

The center unit 102 comprises a central controller 302 having aplurality of electrical components such as a flight control module 304,a power balancing board 306, a Radio Frequency (RF) transceiver (notshown), a Global Positioning System (GPS) receiver (not shown), andother necessary components (not shown) such as an inertial measurementunit (IMU) having accelerometer and gyroscope, a barometer, amagnetometer, a video camera, a microphone, and the like, allelectrically interconnected as needed or via an electrical bus (notshown).

The flight control module 304 is powered by the battery assemblies 116of the rotor units 104 via the power wires 180 between the batteryassemblies 116 and the power balancing board 306, the power balancingboard 306, and the power wire 308 between the power balancing board 306and the flight control module 304. The flight control module 304collects flight-relevant data from sensors such as the IMU, barometer,magnetometer, and the like, to determine the flight status of the UAV100, and adjusts the propellers 112 accordingly. In particular, theflight control module 304 controls the ESC module 114 in each rotor unit104 via signal wire 176A, to adjust the speed of each motor 110 toindividually control the speed of the corresponding propeller 112.

The flight control module 304 also communicates with a remote controller(not shown) via the RF transceiver to receive user commands from theremote controller for controlling the flight of the UAV 100 as commandedby the user.

The power balancing board 306 monitors the power consumption of eachbattery assembly 116 and individually and dynamically adjusts the poweroutput thereof via signal wire 176B such that all battery assemblies 116may have a similar power consumption rate.

In this embodiment, all battery assemblies 116 are interconnected inparallel in the power balancing board 306. Therefore, the batteryassemblies 116 having higher energy storage will charge those havinglower energy storage. Consequently, all battery assemblies 116 achieve asame power consumption rate.

In another embodiment as shown in FIG. 7, all battery assemblies 116 areelectrically coupled to the power balancing board 306 via power wires180, and the power balancing board 306 distributes electrical power fromthe battery assemblies 116 to each ESC module 114 and motor 110 viapower wires 180′.

The power balancing board 306 in this embodiment monitors the powerconsumption of each battery assembly 116 and uses a power distributionboard (PDB) 312 to dynamically adjust the power distribution.Consequently, the motor 110 experiencing heavy load may be powered bymore than one battery assembly 116. On the other hand, a batteryassembly 116 with high remaining energy storage may have high powerdrain rate (e.g., powering the motor 110 with heavy load, and/orpowering more than one motors 110) until its remaining energy storage isabout the same as that of other battery assemblies 116. Alternatively,the power balancing board 306 may monitor the power consumption of eachbattery assembly 116, and use battery assemblies 116 having higherenergy storage to charge those battery assemblies 116 having lowerenergy storage. The power balancing board 306 may also monitor thecharging of the battery assemblies 116 to prevent overheat and/orovercharging.

In an alternative embodiment, each battery assembly 116 powers itsrespective motor 110 via the ESC module 114 in the same rotor unit 104and via a passive power balancing circuit such as an adjustable resistor(not shown). The power balancing board 306 monitors the powerconsumption of each battery assembly 116 and dynamically adjusts theresistance of the adjustable resistor such that all battery assemblies116 have the same load. A disadvantage of this method is that the powerconsumed by the adjustable resistors is wasted as heat.

FIG. 8 shows a UAV 100 in an alternative embodiment. The UAV 100 in thisembodiment is a so-called “hexacopter” and is similar to that shown inFIGS. 1 to 6 except that the UAV 100 in this embodiment comprises acenter unit 102 and six (6) rotor units 104.

FIG. 9 shows a UAV 100 in another embodiment. The UAV 100 in thisembodiment is a so-called “octocopter” and is similar to that shown inFIGS. 1 to 6 except that the UAV 100 in this embodiment comprises acenter unit 102 and eight (8) rotor units 104.

In above embodiments, each rotor unit 104 comprises a battery assembly116. The UAV 100 in these embodiments has the advantage of generallyuniform weight distribution. In some alternative embodiments, some rotorunits 104 may not comprise any battery assemblies.

For example, in one embodiment as shown in FIG. 10, an octocopter 100comprises four rotor units 104A each having a battery assembly 116 andfour rotor units 104B with no battery assembly, wherein the eight rotorunits 104A and 104B are circumferentially uniformly arranged about acenter unit 102. Each rotor unit 104A with battery assembly iscircumferentially intermediate a pair of adjacent rotor units 104Bwithout battery assembly.

In above embodiments, each battery assembly 116 is also used as asupporting leg. In some embodiments as shown in FIG. 11A, each rotorunit 104 of the UAV 100 comprises a supporting leg 402. The batteryassemblies 116 are coupled to the supporting legs 402 as horizontalcrossbars.

In some embodiments as shown in FIG. 11B, each rotor unit 104 of the UAV100 comprises a supporting leg 402. The battery assemblies 116 arecoupled to the base structures 106 of the rotor units 104 as horizontalcrossbars.

In above embodiments, the central controller 302 is powered by thebattery assemblies 104. In some alternative embodiments, the centralcontroller 302 comprises its own battery or a suitable power source, anddoes not require any power from the battery assemblies 104.

In above embodiments, the battery assemblies 116 are in a verticalorientation when assembled to the UAV 100. In some alternativeembodiments, some or all battery assemblies 116 may be in an angledorientation (i.e., the angle thereof with respect to a horizontal plane,is not 90°) when assembled. In some alternative embodiments, some or allbattery assemblies 116 may be in a horizontal orientation whenassembled.

FIGS. 12A to 14E show various configurations of the battery assembly 116in some alternative embodiments. In one embodiment as shown in FIG. 12A,the rotor unit 104 is similar to that shown in FIG. 2A wherein thebattery assembly 116 of a rotor unit 104 extends downwardly from thebase structure 106. However, in this embodiment, the battery assembly116 has a short length and is not configured for acting as a supportingleg. The UAV 100 in this embodiment comprises separate supporting legs(not shown).

In one embodiment as shown in FIG. 12B, the battery assembly 116 of arotor unit 104 extends downwardly from the supporting arm 118 at alocation spaced from or in proximity with the base structure 106 and therotor assembly 108 with a sufficient distance away from the center unit(not shown). In this embodiment, the battery assembly 116 is alsoconfigured for acting as a supporting leg.

In one embodiment as shown in FIG. 12C, the battery assembly 116 of arotor unit 104 extends horizontally backwardly from the base structure106 towards a proximal end 120 of the rotor unit 104 and is coupled tothe top of the supporting arm 118 using suitable fastening means such asscrew, glue, welding, and/or the like.

In one embodiment as shown in FIG. 12D, the battery assembly 116 of arotor unit 104 extends horizontally backwardly from the base structure106 towards the proximal end 120 of the rotor unit 104 and is coupled tothe bottom of the supporting arm 118 using suitable fastening means suchas screw, glue, welding, and/or the like.

FIGS. 13A to 13C show a configuration of the battery assembly 116 in analternative embodiment. FIG. 13A is a side view of a rotor 104. FIG. 13Bis a rear view of the rotor 104 viewing from a rear side as indicated bythe arrow 128″. FIG. 13C is a perspective view of the rotor 104. Asshown, the battery assembly 116 in this embodiment extends horizontallybackwardly from the base structure 106 towards the proximal end 120 ofthe rotor unit 104 and is coupled to a lateral side of the supportingarm 118 using suitable fastening means such as screw, glue, welding,and/or the like.

In one embodiment as shown in FIG. 14A, the battery assembly 116 of arotor unit 104 comprises a plurality of battery units (also denoted as116) extends horizontally backwardly from the base structure 106 towardsthe proximal end 120 of the rotor unit 104 and is coupled to thesupporting arm 118 circumferentially thereabout using suitable fasteningmeans such as screw, glue, welding, and/or the like.

In one embodiment as shown in FIG. 14B, the battery assembly 116comprises a longitudinal bore and extends horizontally backwardly fromthe base structure 106 towards the proximal end 120 of the rotor unit104. The supporting arm 118 extends backwardly from the base structure106 through the longitudinal bore of the battery assembly 116 andcoupled to the center unit (not shown). In other words, the batteryassembly 116 extends horizontally backwardly from the base structure andcircumferentially about the supporting arm 118.

In one embodiment as shown in FIG. 14C, the battery assembly 116comprises two battery units 116-1 and 116-2. The battery unit 116-1extends horizontally forwardly from the base structure 106 away from theproximal end 120 of the rotor unit 104. The battery unit 116-2 comprisesa longitudinal bore and extends horizontally backwardly from the basestructure 106 towards the proximal end 120 of the rotor unit 104. Thesupporting arm 118 extends horizontally backwardly from the basestructure 106 through the longitudinal bore of the battery assembly 116and coupled to the center unit (not shown).

In one embodiment as shown in FIG. 14D, the battery assembly 116 may bereceived in or integrated with the base structure 106.

In one embodiment as shown in FIG. 14E, the battery assembly 116 may bereceived in or integrated with the supporting arm 118.

In above embodiments, each rotor unit 104 comprises a rotor assembly 108configured as a puller with the blade 112 above the electrical motor110. In some embodiments, at least some of the rotor units 104 comprisesrotor assemblies 108 configured as pushers with their blades 112 belowthe corresponding electrical motors 110.

For example, in one embodiment as shown in FIG. 15A, the rotor assembly108 is configured as a pusher and the battery assembly 116 extendsupwardly from the base structure 106.

In one embodiment as shown in FIG. 15B, the rotor assembly 108 isconfigured as a pusher. The battery assembly 116 of a rotor unit 104comprises a plurality of battery units extends backwardly from the basestructure 106 towards the proximal end 120 of the rotor unit 104 and iscoupled to the supporting arm 118 circumferentially thereabout usingsuitable fastening means such as screw, glue, welding, and/or the like.

In some embodiments as shown in FIGS. 16A and 16B, one or more rotorunits 104 may each comprise two rotor assemblies 108A and 108B with onerotor assembly 108A configured as a puller with the blade 112 above theelectrical motor 110 and the other rotor assembly 108B configured as apusher with the blade 112 below the electrical motor 110.

In the embodiment shown in FIG. 16A, the battery assembly 116 extendsdownwardly from the supporting arm 118 at a location spaced from or inproximity with the base structure 106 and the rotor assemblies 108A and108B with a sufficient distance away from the center unit (not shown).In this embodiment, the battery assembly 116 is also configured foracting as a supporting leg.

In the embodiment shown in FIG. 16B, the battery assembly 116 may bereceived in or integrated with the base structure 106.

In an embodiment similar to that shown in FIG. 16B, the battery assembly116 may be received in or integrated with the supporting arm 118.

Although in above embodiments, the UAV 100 comprises a power balancingboard 306, in some alternative embodiments, the UAV 100 may not comprisea power balancing board 306. The disadvantage of these embodiments isthat the battery assemblies 116 may be drained in different rates. Asflight of the UAV 100 is usually over when at least one battery assemblyis drained out, the flight time of the UAV 100 without power balancingmay be shorter than that of the UAV 100 with power balancing.

In embodiments shown in FIGS. 1 to 5, the base structure 106 comprises afirst engagement structure having two pairs of grooves 146 and 148. Thebattery assembly 116 comprises an engagable second engagement structurehaving two pairs of ridges 206 and 208 engagable with the two pairs ofgrooves 146 and 148 the base structure 106, respectively. In somealternative embodiments, the base structure 106 may only comprise onepair of grooves, and the battery assembly 116 may only comprise one pairof ridges engagable with the pair of grooves of the base structure 106,respectively.

In some alternative embodiments, the base structure 106 may comprisethree or more pairs of grooves 146 and 148, and the battery assembly 116comprises three or more pairs of ridges 206 and 208 engagable with thethree or more pairs of grooves 146 and 148 of the base structure 106,respectively.

In some alternative embodiments, the base structure 106 may comprise twopairs of ridges, and the battery assembly 116 may comprise two pairs ofgrooves engagable with the two pairs of ridges of the base structure106, respectively.

In some alternative embodiments, the base structure 106 may compriseanother number of pairs of ridges, and the battery assembly 116 maycomprise a corresponding number of grooves engagable with the ridges ofthe base structure 106, respectively.

In above embodiments, each rotor unit 104 is coupled to the center unit102 via a coupling component 118. In some alternative embodiments, atleast one of the rotor units 104 may have a suitable size and shape suchthat the rotor unit 104 may itself be a coupling component and isdirectly coupled to the center unit 102.

In some alternative embodiments as shown in FIG. 17, a UAV 100 comprisesa body or housing 442 housing receiving therein a plurality ofcomponents. In particular, the housing 442 receives therein a motor 110,an ESC module 114, a battery assembly 116, a central controller 302, andother suitable components as described above (not shown). Similar to theembodiments described above, the motor 110, the ESC module 114, and thebattery assembly 116 are arranged in proximity with each other, and thecentral controller 302 is spaced or at a distance from the batteryassembly 116.

The motor 110 comprises a shaft extending out of the housing 442 androtatably coupled to a propeller 112. The battery assembly 116 powersthe motor 110 via the ESC module 114, and also powers the centralcontroller 302 and components thereof.

The central controller 302 comprises a flight control module 304 whichcontrols the ESC module 114 to adjust the speed of the motor 110 forcontrolling the flight of the UAV 100.

In some alternative embodiments as shown in FIG. 18, the battery-poweredaerial vehicle 100 is a fixed-wing, twin-fuselage UAV. The UAV 100comprises a body formed by two fuselages 502 coupled by a connectionsection 504B in the form of a central wing section, and two side wingsections 504A and 504C extending outwardly from respective fuselages502. The connection section 504B comprises an equipment housing 506.

Each fuselage 502 receives therein about a front end thereof apropelling module formed by a motor 110 and an ESC 114, and a batteryassembly 116 arranged in proximity with the propelling module. Theequipment housing 506 receives therein a central controller 302 having aflight control module 304 and a power balancing board 306, and othersuitable components as described above (not shown). Thus, the centralcontroller 302 is spaced from the battery assemblies 116.

Each motor 110 comprises a shaft extending out of the fuselage 502 androtatably coupled to a propeller 112. The battery assemblies 116 powerthe motors 110 via the ESCs 114, and also power the central controller302 and components thereof. The electrical interconnection of thecomponents of the UAV 100 in these embodiments is similar to thatdescribed in FIGS. 1 to 7.

FIG. 19 shows a fixed-wing, twin-fuselage UAV 100 in some alternativeembodiments. The UAV 100 in these embodiments is similar to that shownin FIG. 18, except that in these embodiments, the fuselages 502 do notcomprise any battery assembly. Rather, each side wing section 504A, 504Ccomprises a battery assembly 116. Thus, the central controller 302 isspaced from the battery assemblies 116.

FIG. 20 shows a fixed-wing, twin-fuselage UAV 100 in some alternativeembodiments. The UAV 100 in these embodiments is similar to that shownin FIG. 18, except that in these embodiments, each fuselage 502comprises a battery assembly 116, and each side wing section 504A, 504Calso comprises a battery assembly 116. Thus, the central controller 302is spaced from the battery assemblies 116.

In some alternative embodiments as shown in FIG. 21, the battery-poweredaerial vehicle 100 is a fixed-wing, single-fuselage UAV. The UAV 100comprises a body formed by a fuselage 502, and two wing sections 504Aand 504C extended outwardly therefrom. The fuselage 502 receives thereinabout a front end thereof a propelling module formed by a motor 110 andan ESC 114. The motor 110 comprises a shaft extending forwardly out ofthe fuselage 502 and rotatably coupled to a propeller 112. The fuselage502 also receives therein about a rear end thereof a central controller302 having a flight controller 304 and a power balancing board 306, andother suitable components as described above (not shown).

Each of the wing sections 504A and 504C receives therein a batteryassembly 116. Thus, the central controller 302 is spaced from thebattery assemblies 116.

The battery assemblies 116 power the motors 110 via the ESCs 114, andalso powers the central controller 302 and components thereof. Theelectrical interconnection of the components of the UAV 100 in theseembodiments is similar to that described in FIGS. 1 to 7.

FIG. 22 shows a fixed-wing, single-fuselage UAV 100 in some alternativeembodiments. The UAV 100 in these embodiments is similar to that shownin FIG. 21. However, in these embodiments, the central controller 302and the components thereof are located about the rear end of thefuselage 502 such as in the stabilizer 508. Moreover, the UAV 100 inthese embodiments comprises three battery assemblies 116, with twobattery assemblies 116 located in the left and right wing sections 504Aand 504C, and the third battery assembly 116 located in the fuselage 502about the front end thereof. Thus, the central controller 302 is spacedfrom the battery assemblies 116.

In above embodiments, each rotor assembly 108 is functionally coupled toand controlled by an ESC module 114. In some alternative embodiments,the battery-powered aerial vehicle 100 does not comprise any individualESC modules 114. In these embodiments, the central controller 302comprises necessary components and/or circuits implementing thefunctions of ESC modules 114 for controlling the speeds of theelectrical motor 110.

In some embodiments, the battery-powered aerial vehicle 100 may comprisea cargo container for carrying and/or transporting goods and/or suitableobjects.

In some embodiments, the battery-powered aerial vehicle 100 may comprisea cabin or cockpit for carrying one or more passengers. In theseembodiments, the aerial vehicle 100 may comprise a safety system forprotecting the safety of the passengers. The aerial vehicle 100 may bemanually operated by one of the passengers as a pilot. Alternatively,the aerial vehicle 100 may be automatically or autonomously operated bya pilot program on the aerial vehicle 100 or remote thereto.

In above embodiments, the one or more battery assemblies are at adistance away from the central controller for reducing or eliminatingelectromagnetic interference to the central controller and thecomponents thereof such as magnetometer. In addition to thisadvantage/benefit, Applicant has also identified other unexpectedadvantages/benefits.

As those skilled in the art would appreciate, weight is an important oreven a critical factor of battery-powered aerial vehicles. By locatingthe one or more battery assemblies at a distance away from the centralcontroller and in proximity with the propelling modules, thebattery-powered aerial vehicles disclosed herein may achieve a weightreduction compared to traditional battery-powered aerial vehicles. Sucha weight reduction may be achieved in (i) weight reduction in structuralparts or components of the body of the battery-powered aerial vehicle,and/or (ii) weight reduction in employing shortened lengths of powerwiring.

For example, in traditional multiple-axial battery-powered aerialvehicles, the central controller and battery are located in the centerunit while the propelling modules are located in the rotor units.Moreover, the payload is typically located under the center unit. As thelifting forces are generated at the rotor units, consequently thestructural parts of the body such as the supporting arms and the centerunit (in particular the structural portion thereof that receives thesupporting arms) are required to have a high strength for accommodatingthe combined weight of the center unit, which generally implies a highweight requirement to the supporting arms and the center unit.

On the other hand, by locating the one or more battery assemblies 116 ata distance away from the central controller 302 and in proximity withthe propelling modules 105, the one or more battery assemblies 116 arelocated in the rotor units 104. As the weights of the one or morebattery assemblies 116 are carried by the rotor units 104, thesupporting arms 118 and the center unit 102 do not require a highstrength as those of the traditional multiple-axial battery-poweredaerial vehicles. The weight of the supporting arms 118 and the centerunit 102 and in turn the weight of the entire battery-powered aerialvehicle 100 may be adequately reduced. Such a weight reduction givesrise to an increased battery weight/aircraft weight ratio.

The weight reduction of the battery-powered aerial vehicles 100disclosed herein may also be achieved by using shortened lengths ofpower wiring.

For example, in multiple-axial battery-powered aerial vehicles, thepropelling modules 105 receive power and control signals from the ESCmodule 114 and the ESC module 114 in turn receives power from thebattery 116. Compared to the signal wires or cables only requiring smallcurrents for transmitting control signals, power wires or cablesgenerally require large currents and therefore are generally thicker(i.e., of larger gauges) and heavier.

In traditional multiple-axial battery-powered aerial vehicles, thecentral controller and batteries are located in the center unit, and thepropelling modules are located in the rotor units. The ESC module(s) maybe located in the center unit or in rotor units. Therefore, long powercables are required between the center unit and the rotor units fordelivering electrical power from the battery at the center unit to thepropelling modules at a plurality of rotor units regardless where theESC module is located.

On the other hand, in some embodiments of the battery-powered aerialvehicles 100 disclosed herein, the central controller 302 is located atthe center unit 102 and may have its own power source, and each rotorunit 104 comprises a battery assembly 116, ESC module 114, andpropelling module 105 in proximity with each other, Therefore, thebattery-powered aerial vehicles 100 does not require any power cablesbetween the center unit 102 and the plurality of rotor units 104,thereby giving rise to weight reduction.

Although the battery-powered aerial vehicles 100 disclosed herein mayrequire extended signal wires for transmitting control signals, and insome embodiments may require additional signal wires for power balancingsuch as active power balancing, the increased weight of signal wires maynot offset the weight reduction from shortened power cables as thesignal wires are generally of much lighter weight than power cables. Theweight reduction from the shortened power cables may be more significantfor large-size battery-powered aerial vehicles.

In some embodiments, passive power balancing is used wherein additionalpower cables may be used for extending from the battery assemblies 116distributed in the rotor units 104 to a common connection point in thecenter unit 102. As the balancing current is generally much lower thanthe current required for powering the propelling modules 105 and ESCmodules 114, the power cables for passive power balancing are of smallergauges than the power cables for powering the propelling modules 105 andESC modules 114. Moreover, each power balancing cable may comprise aless number of wires than the power cable, such as two smaller-gaugewires in each power balancing cable compared to three larger-gauge powerwires in each power cable for powering propelling modules 105 and ESCmodules 114. Therefore, the battery-powered aerial vehicles 100disclosed herein may still achieve weight reduction when passive powerbalancing is used.

Another advantage of the battery-powered aerial vehicles 100 disclosedherein is that, by locating each battery assembly 116 in proximity withthe corresponding ESC module 114 (see FIGS. 2B and 5), the wires betweenthe battery assembly 116 and the ESC module 114 are shortened therebyreducing the risk of ESC failure.

Although embodiments have been described above with reference to theaccompanying drawings, those of skill in the art will appreciate thatvariations and modifications may be made without departing from thescope thereof as defined by the appended claims.

What is claimed is:
 1. A battery-powered aerial vehicle comprising abody, comprising: at least one fuselage, at least two wing sectionsextending outward from the at least one fuselage, and at least one tailportion; a central controller received in the body; at least onepropelling module received in the body and functionally coupled to thecentral controller, wherein the at least one propelling modulecomprises: a base structure, an electrical motor coupled to the basestructure, a propeller rotatably coupled to the electrical motor, and anelectrical speed-controller coupled to the base structure andelectrically coupled to the electrical motor for controlling a speedthereof; and one or more battery assemblies coupled to or received inthe body, the one or more battery assemblies being configured to powerthe at least one propelling module; wherein the one or more batteryassemblies and the at least one propelling module are located outsidethe electromagnetic range of the central controller to reduceelectromagnetic interference to the central controller; and wherein atleast one of the one or more battery assemblies extends from thepropelling module in at least one of: (a) an outwardly direction along awing section, (b) extending from a front portion of a wing sectiontoward an aft portion of a wing section, or (c) along a fuselage towardthe tail portion of the battery-powered aerial vehicle.
 2. Thebattery-powered aerial vehicle of claim 1, wherein at least one of theone or more battery assemblies comprises one or more metal-clad batterycells.
 3. The battery-powered aerial vehicle of claim 1, wherein thecentral controller comprises at least one of a flight control module forcontrolling the flight of the battery-powered aerial vehicle or abattery-power balancing circuit for balancing the power consumptionrates of the one or more battery assemblies.
 4. The battery-poweredaerial vehicle of claim 1, wherein the body comprises: at least twofuselages; and a connection section coupling the at least two fuselages;and wherein the least two wing sections extend outward from at least twoouter fuselages.
 5. The battery-powered aerial vehicle of claim 4,wherein the central controller is received in the connection section;and wherein at least two propelling modules received in the body,correspond to a fuselage, and are functionally coupled to the centralcontroller.
 6. The battery-powered aerial vehicle of claim 4, whereinthe connection section defines a central wing.
 7. The battery-poweredaerial vehicle of claim 4, wherein the connection section furthercomprises an equipment housing configured to receive the centralcontroller; and wherein the central controller comprises at least one ofa flight control module for controlling the flight of thebattery-powered aerial vehicle or a battery-power balancing circuit forbalancing the power consumption rates of the one or more batteryassemblies.
 8. The battery-powered aerial vehicle of claim 1, whereinthe base structure of the at least one propelling module furthercomprises a chamber for receiving an electrical speed-controller.
 9. Thebattery-powered aerial vehicle of claim 1, wherein a battery assembly isremovably coupled to the base structure of the at least one propellingmodule.
 10. The battery-powered aerial vehicle of claim 9, wherein thebattery assembly comprises at an end thereof two pairs of ridges; andwherein the base structure comprises two pairs of grooves for receivingtherein the two pairs of ridges for coupling the battery assembly to thebase structure.
 11. The battery-powered aerial vehicle of claim 10,wherein the electrical speed-controller comprises first, second, andthird sets of electrical terminals; wherein the first set of electricalterminals are configured for contacting a fourth set of electricalterminals of the battery assembly for receiving power therefrom, thesecond set of electrical terminals are configured for contacting a fifthset of electrical terminals of the base structure that electricallycoupled to the electrical motor for powering the electrical motor andcommunicating therewith, and the third set of electrical terminals areconfigured for contacting a sixth set of electrical terminals of thebase structure that electrically coupled to the central controller forcommunicating with the central controller.
 12. A propelling module forcoupling to a central controller of a fixed-wing battery-powered aerialvehicle via a connection section, the propelling module comprising: apropeller; an electrical motor coupled to and driving the propeller; anelectrical speed-controller electrically coupled to the electrical motorfor controlling a speed thereof; and a battery assembly for powering atleast the electrical motor and the electrical speed-controller; whereinat least one of the one or more battery assemblies extends from thepropelling module in at least one of: (a) an outwardly direction along awing section of the battery-powered aerial vehicle, (b) extends from afront portion of a wing section toward an aft portion of a wing section,or (c) along a fuselage toward a tail portion of the battery-poweredaerial vehicle, and wherein the propelling module and the at least oneof the one or more battery assemblies are located outside theelectromagnetic range of the central controller to reduceelectromagnetic interference to the central controller.
 13. Thepropelling module of claim 12, further comprising a base structureconfigured to receive the electrical speed-controller and coupled to thebattery assembly and the electrical motor, the base structure beingconfigured for coupling to the central controller.
 14. The propellingmodule of claim 13, further comprising a coupling component for couplingthe base structure to the central controller of the center unit.
 15. Amethod of assembling a fixed-wing battery-powered aerial vehicle, themethod comprising: preparing an equipment housing having a centralcontroller therein; preparing at least one propelling module comprisinga propeller, an electrical motor coupled to and driving the propeller,and an electrical speed-controller electrically coupled to theelectrical motor for controlling a speed thereof; physically andelectrically coupling a battery assembly to the at least one propellingmodule for powering at least the electrical motor and the electricalspeed-controller thereof; and physically and electrically coupling theat least one propelling module to the equipment housing outside theelectromagnetic range of the equipment housing to reduce electromagneticinterference to the central controller; wherein the battery assemblyextends from the at least propelling module in at least one of: (a) anoutwardly direction along a wing section of the battery-powered aerialvehicle, (b) extends from a front portion of a wing section toward anaft portion of a wing section, or (c) along a fuselage toward a tailportion of the battery-powered aerial vehicle.
 16. The method of claim15, wherein preparing the at least one propelling module comprises:preparing a base structure having a first mounting surface, a secondmounting surface, a chamber, and a first engagement structure on a thirdmounting surface; coupling an electrical motor assembly onto the firstmounting surface of the base structure, the electrical motor assemblycomprising an electrical motor coupled to a propeller; receiving anelectrical speed-controller in the chamber of the base structure;preparing a battery assembly having a second engagement structureengageable with the first engagement structure; and engaging the firstand second engagement structures to couple the battery assembly to thebase structure.
 17. The method of claim 16, wherein the first engagementstructure comprises at least two pairs of grooves, and the secondengagement structure comprises at least two pairs of ridges; and whereinthe engaging the first and second engagement structures comprisesengaging the at least two pairs of grooves with the at least two pairsof ridges, respectively.
 18. The method of claim 15, wherein thephysically and electrically coupling the at least one propelling moduleto the equipment housing comprises: coupling a first end of thesupporting arm to the second mounting surface of the base structure ofthe propelling module; and coupling a second end of the supporting armto the center unit.
 19. The method of claim 15, wherein the centralcontroller comprises at least one of a flight control module forcontrolling the flight of the battery-powered aerial vehicle or abattery-power balancing circuit for balancing the power consumptionrates of the one or more battery assemblies.
 20. The method of claim 15,wherein the battery assembly is removably coupled to the at least onepropelling module.